Ultra-lightweight thin sliding door for a vehicle

ABSTRACT

A sliding door for vehicles including a space frame comprising a U-shaped extruded aluminum tube and a crossbeam to which inner and outer aluminum door panels are attached. Hardware for operation of the door is mounted on the exposed inside surface of the door. The overall weight of the door is about 20 pounds and the door is about 35 mm thick.

FIELD OF THE INVENTION

The present invention relates to sliding doors for a vehicle, moreparticularly to lightweight aluminum thin sliding doors for vehicles.

BACKGROUND OF THE INVENTION

Sliding doors are frequently installed in several types of vehiclesincluding passenger vans and, more prominently, minivans. In minivans,the right side passenger door or the right side passenger door and theleft side passenger door are slidable in tracks formed in the body ofthe vehicle. These doors provide access to the passenger compartment ofthe vehicle via a relatively wide opening.

Sliding doors should seal off the environment such as water, air, andnoise. Accordingly, the door structure must be rather rigid and alsomust meet the safety limitations of the Federal Motor Vehicle SafetyStandard (FMVSS214) which requires that the door provide a specifieddegree of protection from intrusion into the passenger compartment foroccupants of the vehicle upon side impact. In order to achieve thestrength and stiffness needs for the door and to meet the minimum safetyrequirements, These currently available steel sliding doors are heavy,over about 44 pounds for a DiW (door in white), and relatively thick,typically about 120 mm in cross-section. Lighter weight metals such asaluminum are generally unsuitable for use at this thickness due tomanufacturing difficulties. If a steel door were made thinner to reduceits weight, the resulting structural performance would be unacceptable.

An additional drawback to conventional heavy sliding doors is that theyare difficult to open and close, especially when the vehicle is parkedon a hill, and need a correspondingly heavier mechanism to retain thedoor in an open position. For smaller individuals, including children,conventional sliding doors are prohibitively difficult to open andclose. Some sliding doors are equipped with motors for power operationof the door. Power driven sliding doors overcome some of thedifficulties experienced by certain individuals in opening and closingthe doors, however the weight of the doors remains problematic for boththe power requirement for the door motors and for the overall vehicleweight.

Conventional steel doors are typically manufactured from an inner paneland an outer panel of steel. The steel panels provide both structuralstrength for the door and act as panels for mounting of door hardware aswell as serve an ornamental function. The peripheries of each of theinner and outer panels include a U-shaped embossment above the beltlineof the door. These embossments are aligned with the openings of theU-shapes facing each other to form a box beam at the periphery of theassembled door. The inner panel and the outer panel are joined togetherbelow the beltline along their peripheries with a gap maintained betweenthe inner and outer panels in the central portion of the door. Aplurality of tabs integrally formed with the inner panel are bent in adirection away from the inner panel. The ends of the tabs abut theinside surface of the outer panel thereby creating stiffening bridgesbetween the inner panel and the outer panel. The gap between the innerand outer panels is sized to allow for insertion and future maintenanceof the door handle and lock hardware between the inner and outer panelsof the door and also to provide adequate structural stiffness of thedoor. Hence, the cross-sectional thickness of a conventional steel dooris typically over 120 mm which constrains the use of lighter materialssuch as aluminum. A further difficulty associated with conventionaldoors is that the available interior space of the vehicle is diminishedby the thickness of the doors.

Numerous components such as the hardware for the door handle and thedoor lock and stereo speakers are inserted in the gap between the innerand outer panels through cutouts in the inner panel of the door. Hence,the gap between the inner and outer panels must be sufficiently large toaccommodate the door hardware and other vehicle accouterments.Installation and maintenance of these components is cumbersome andrequires specialized techniques and tools for accessing the gap betweenthe inner and outer panels.

In an attempt to reduce the weight of vehicle body panels, certain bodypanels have been made from lightweight materials such as aluminum andplastic. For example, U.S. Pat. No. 5,449,213 discloses an aluminummovable liftgate having a tubular frame sandwiched between a pair ofinner panels and a pair of outer panels. The frame functions as the loadbearing structure for the liftgate, however, there is no provision inthe disclosed panel for the hardware or for the contour and other designrequirements of a sliding door installed on the side of a vehicle.

Accordingly, a need remains for a thin, light-weight sliding door whichmaximizes the vehicle interior space and which also allows ready accessto the door hardware.

SUMMARY OF THE INVENTION

This need is met by the vehicle sliding door of the present invention.The present invention includes a vehicle door having an inner panel andan outer panel and a space frame. The inner panel, the outer panel andthe space frame may be made from a variety of materials includingaluminum, steel and plastic, with aluminum being preferred. The innerpanel defines a window opening and an outside surface of the inner paneldefines a U-shaped channel surrounding a portion of the window opening.The space frame, which primarily carries the structural load in thedoor, is positioned in the U-shaped channel and includes a hydroformedaluminum tube with a longitudinally extending flange which is fixed tothe inner panel. The tube has a U-shaped configuration and extendsacross the top portion of the inner panel and includes one leg extendingto a lower portion of one end of the inner panel and another legextending to a lower portion of the other end of the inner panel. Thespace frame further includes an anti-intrusion beam fixed at each endthereof to one of the legs of the tube. The anti-intrusion beam definesa Σ-shaped channel and includes filler material (e.g., foam) positionedwithin the channel. The inner panel defines an opening which receives awindow. The outer panel is fixed to the outside surface of the innerpanel at a position below the window opening and an outer valence ismounted on the outside surface of the inner panel at a position abovethe window opening.

The inner panel inside surface includes one or more depressions withcorresponding raised portions, preferably frustoconically shaped, on theinner panel outer surface which are maintained spaced apart from theouter panel via cushioning members. The depressions may be configured toprovide packaging clearance for a power door drive motor, door latchmechanisms and the like. A housing/carrier is fastened to the insidesurface of the inner panel and is configured to receive door hardwaresuch as lock mechanisms. The door further includes at least one bracketmounted to the inner panel inside surface and fixed to the space framefor mounting the door in a vehicle body. The overall cross-sectionalthickness of the door is about 35 mm or less.

The present invention further includes a method for manufacturing avehicle door having the steps of stamping an inner door panel with awindow opening and an outer door panel from a sheet of material andassembling a space frame between the inner panel and the outer panel.The step of stamping the inner panel includes forming (i) depressions onthe inside surface thereof with corresponding raised portions on theinner panel outside surface and (ii) a U-shaped channel surrounding thewindow opening. During the stamping process, material from the sheetused to produce the window opening in the inner panel may be used toproduce a housing for a door lock hardware carrier. The space frame ispreferably formed by bending the tube into a U-shape having a topportion and a pair of legs extending from the top portion and mounting abeam at each end thereof to the legs and then hydroforming the tube withan integrally formed longitudinally extending flange. In assembling thedoor, the tube is flush assembled to the anti-intrusion beam and thenseated within the U-shaped channel and the flange of the tube is fixedto the inner panel. The method further includes stamping a valence froma sheet of material and fixing the valence to the inner panel at aposition above the window opening. Preferably, the valence and the outerpanel are stamped adjacent each other from a single sheet of material.

BRIEF DESCRIPTION OF THE DRAWINGS

A complete understanding of the invention will be obtained from thefollowing description when taken in connection with the accompanyingdrawing figures wherein like reference characters identify like partsthroughout.

FIG. 1 is a perspective view of a space frame of a vehicle door of thepresent invention including a hydroformed tube and an anti-intrusionbeam;

FIG. 2 is a cross-sectional view of the hydroformed tube shown in FIG. 1taken along line 2—2;

FIG. 3 is a side view of the anti-intrusion beam shown in FIG. 1;

FIG. 4 is a cross-sectional view of the anti-intrusion beam shown inFIG. 1 taken along line 4—4.

FIG. 5 is a perspective view of the inside surface of an inner panel ofthe sliding door made in accordance with the present invention;

FIG. 6 is a perspective view of the outside surface of the inner panelshown in FIG. 5 with the space frame shown in FIG. 1 attached thereto;

FIG. 7 is a cross section of the inner panel shown in FIG. 6 taken alonglines 7—7;

FIG. 8 is a perspective view of the outside surface of the outer panelof the vehicle door of the present invention;

FIG. 9 is a perspective view of the outside surface of the outer valenceof the vehicle door of the present invention;

FIG. 10 is a perspective view of the exterior of the assembled door ofthe present invention;

FIG. 11 is a cross section of a portion of the assembled door shown inFIG. 10 taken along line 11—11;

FIG. 12 is cross section of a portion of the assembled door shown inFIG. 10 taken along line 12—12;

FIG. 13 is a perspective view of the inner panel shown in FIG. 5including a hardware carrier and mounting brackets; and

FIG. 14 is a perspective view of the underside of the hardware carriershown in FIG. 13.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

For purposes of the description hereinafter, the terms “upper”, “lower”,“right”, “left”, “vertical”, “horizontal”, “top”, “bottom” andderivatives thereof shall relate to the invention as it is oriented inthe drawing figures. However, it is to be understood that the inventionmay assume various alternative variations and step sequences, exceptwhere expressly specified to the contrary. It is also to be understoodthat the specific devices and processes illustrated in the attacheddrawings, and described in the following specification, are simplyexemplary embodiments of the invention. Hence, specific dimensions andother physical characteristics related to the embodiments disclosedherein are not to be considered as limiting.

The vehicle sliding door 2 (FIG. 10) of the present invention in itsmost basic form includes a space frame 10 (FIG. 1) fixed between aninner panel 40 (FIG. 5) and a two-part outer panel member having anouter panel 80 (FIG. 8) and an outer valence 100 (FIG. 9). The door 2 isdescribed hereinafter as being manufactured from aluminum, however, thisis not meant to be limiting as other suitable materials include steeland plastic. The space frame 10 functions as a backbone for the vehiclesliding door 2 and provides the strength and rigidity needed for its usein a vehicle. For convenience, the door 2 of the present invention isdescribed herein for use as a left rear passenger door, however, theinvention includes other locations for the door 2 such as a right rearpassenger door. By the terms “front” and “rear”, it is meant the frontdirection and rear direction of the door when installed in a vehicle byreference to the front and rear of the vehicle. The door 2 is describedherein as a DiW without glazing (a glass window or the like) ordressing.

Referring to FIGS. 1-4, the space frame 10 includes a hydroformedaluminum tube 12 and an anti-intrusion beam 14 fixed thereto. Thealuminum tube 12 includes a longitudinally extending flange 16. The tube12 is manufactured in a conventional manner, for example by extruding afifty millimeter diameter tube, preferably 1.6 mm wall thickness andbending the extruded tube 12 into a U-shape. The bent tube 12 is thenplaced in a hydroform press wherein the tube ends 18 and 20 are sealed,internal pressure is applied and the press is closed to produce theflange 16 and to achieve the cross sectional configuration shown in FIG.2 as well as the three-dimensional contour of the side of a vehicle. Afront leg 22 of the tube is longer than a rear leg 24 of the tube forthe reasons detailed hereinafter. The cross-sectional configuration ofan upper portion 26 of the tube 12 is shown in FIG. 2. Thecross-sectional configuration of the tube 12 and the configuration ofthe internal void formed thereby is not necessarily constant over thelength of the tube 12. At the lower portions of the legs 22 and 24, thecross-sectional configuration is more flattened than that shown in FIG.2. The anti-intrusion beam 14 extends between the ends 18 and 20 of thetube 12 and is fixed thereto via fasteners (not shown), such asRivnuts®, extending through holes (not shown) defined in the ends of theflange 16.

Referring to FIGS. 3 and 4, the anti-intrusion beam 14 includes anelongated member 30 having a general Σ-shaped cross-sectionalconfiguration. The Σ-shaped configuration serves to rigidify andstrengthen the anti-intrusion beam as disclosed in co-pendingapplication Ser. No. 09/120,271 filed Jul. 21, 1998, entitled“Multi-Material Hybrid Bumper”, incorporated herein by reference. Theelongated member 30 preferably is formed from an extruded high strengthaluminum alloy such as Aluminum Association alloy 6082-T6 or 6013-T6.The anti-intrusion beam 14 defines an elongated chamber 32 whichcontains a stiffening and reinforcing material 34. The stiffening andreinforcing material 34 may be virgin or recycled foam or a fiberreinforced material with energy absorbing properties. The stiffeningmaterial 34 enhances the rigidity, strength and energy absorbing abilityof the anti-intrusion beam 14.

Referring to FIGS. 5-7, the inner panel 40 includes a unitary memberformed from a single sheet of aluminum and defining a window opening 41.A U-shaped channel 42 is defined in an outside surface 43 of the innerpanel 40 and surrounds three sides of the window opening 41 and extendstowards the bottom of the inner panel 40. An inside surface 44 of theinner panel 40 includes a corresponding rib 45. The inside surface 44 ofthe inner panel 40 further includes a depression 46 sized to receive amotor for moving the vehicle door 2, a depression 48 for receiving doorhandle hardware and a depression 50 for receiving door lock hardware.Depression 46 includes a flat portion 51 on the outside surface 43 ofthe inner panel 40. Depression 48 defines an opening 52 in the innerpanel 40 so that door handle hardware is accessible from the outside ofthe door 2. Depression 50 likewise defines an opening 54 in the innerpanel 40 to provide access for door lock hardware. The inside surface 44of the inner panel 40 further includes a pair of depressions 56 and 58each having a frustoconical shape with respective substantially flatportions 60 and 62 on the outside surface 43 of the inner panel 40. Thedepressions 56 and 58 are preferably formed in accordance with U.S. Pat.No. 5,244,745 which is incorporated herein by reference. The inner panel40 may include more than two frustoconical depressions with flatportions fixed to the outer panel 80 via adhesives.

As shown in FIGS. 5 and 7, a flange 64 surrounds three sides of thewindow opening 41. The tube 12 is received in the channel 42 such thatthe tube flange 16 seats on an outside surface of the inner panel flange64. The flange 16 is fixed to the inner panel flange 64, preferably viaresistance spot welding. The tube 12 may be fixed to the inner panel 40at other locations within the channel 42. A plurality of bolt holes 65and 66 are defined in the inner panel 40 for fixing the anti-intrusionbeam 14 thereto. Bolt holes 65 at the rear end of the inner panel 40 arehigher than the bolt holes 66 at the front end of the inner panel 40. Asshown in FIG. 6, the installed anti-intrusion beam 14 slopes downwardlytowards the front end of the door 2. The front end of the anti-intrusionbeam 14 is positioned to bear a significant portion of the load of thedoor 2 and the rear end of the anti-intrusion beam 14 is positioned suchthat the anti-intrusion beam 14 passes through the hip point of apassenger seated adjacent the door 2.

A ledge 68 extends outwardly from the outside surface 43 of the innerpanel 40 along a fourth side of the window opening 64 and an integrallyformed elongated tab 70 extends upwardly from the ledge 68. Theperimeter of the inner panel 40 includes a mating surface 74 to whichthe outer panel 80, the valence 100 and a window (not shown) are fixed.

Referring to FIGS. 8-12, the exterior of the door 2 includes the outerpanel 80 and the valence 100. The contour of the outer panel 80 (FIG. 8)is configured in accordance with the ornamental design specificationsfor the exterior of the vehicle and defines an opening 82 therethroughto receive door handle hardware. A ledge 84 extends inwardly away froman upper edge of the outer panel 80 and an integrally formed elongatedtab 86 extends upwardly from the ledge 84. The inner panel tab 70 mateswith the tab 86 and are fixed together, preferably via resistance spotwelding, such that the openings 52 and 82 are aligned as shown in FIG.10.

Referring to FIG. 11, the flat portions 51, 60 and 62 of the respectivedepressions 46, 56 and 58 are spaced apart from an inside surface 90 ofthe outer panel 80, preferably by about three millimeters, depression 56not being shown in FIG. 11. The anti-intrusion beam 14 is likewisespaced apart from the outer panel 80, preferably by about threemillimeters. Whereas the anti-intrusion beam 14 is relatively stiff, theouter panel 80 is relatively flexible. Accordingly, cushioning betweenthe anti-intrusion beam 14 and the outer panel 80 and between the flatportions 51, 60 and 62 of the inner panel 40 and the outer panel 80 isdesirable. The door 2 includes a plurality of cushioning members 92 atthese locations where cushioning is desired. Preferably, the cushioningmembers 92 are manufactured from a foaming adhesive referred to asgumdrops. The gumdrops are applied to one of the surfaces beingcushioned, the door components are assembled and the door 2 is paintedwith heating. The heat of the painting process causes the gumdrops toexpand and fill the void between the surfaces in need of cushioning.After expansion of the gumdrops, the outer panel 80 has a minimal degreeof flexibility as determined by a palming test.

Referring to FIGS. 8 and 12, the outer panel 80 includes a front sidemember 94 with a front hemming member 95 and a rear side member 96 witha rear hemming member 97. The front side member 94 and the rear sidemember 96 each have a length about equal to the width of the gap betweenthe inner and outer panels 40 and 80. The hemming members 95 and 97 arebent around the peripheral front and rear edges of the inner panel 40 tofinish the front and rear edges of the lower portion of the door 2.

Referring to FIGS. 9 and 10, the outer valence 100 is mounted on theupper portion of the inner panel 40 above the window opening 64. Thevalence 100 includes a substantially planar portion 102 which overliesand abuts the inner panel mating surface 74 and the tube 12 above thewindow opening 64. The lower edge 104 of the planar portion 102 has ashape corresponding to the shape of the window and preferably is curved.A plurality of first tabs 106 and a second tab 108 are integrally formedwith the planar portion 102 and extend from the edge 104. The tabs 106and 108 are configured to mate with the flange 16 of the tube 12 and arefixed thereto, preferably via resistance spot welding. The relativesizes and positions of tabs 106 and 108 are selected as needed to securethe valence 100 to the integral flange 16 of the space frame 10.

As shown in FIG. 10, portions of the inner panel 40 and portions of thetube 12 are not covered by any outer member as indicated generally atreference numeral 110. In use, glazing such as the glass window (notshown) is installed to cover the window opening 41. The edges of thewindow overlie the valence tabs 106 and 108, the portions 110 and theoutside surface of the outer panel elongated tab 86. The window glass isfixed to the door 2 via adhesives. Preferably, the edges of the windoware darkened such that the portions 110 (including the inner panel 40and the tube 12) are not visible therethrough.

Referring to FIGS. 13 and 14, a hardware carrier 120 is fixed to theinside surface 44 of the inner panel 40. The hardware carrier includes apair of interengaged housings 122 and 124. Although the presentinvention is described as having a pair of housings 122 and 124, asingle unitary housing is also within the scope of the invention. Thepair of housings is contemplated herein for certain manufacturingbenefits described hereinafter. Housing 122 includes a pair of opposingwalls 126 with integrally formed flanges 128 and defines a channel 130therebetween. Housing 124 includes an elongated portion 132 which isreceived within the channel 130 and includes opposing walls 134 whichoverlie the walls 126 of the first housing 122. Housing 124 furtherincludes an expanded portion 136 having walls 138 and a flange 140.Flanges 128 and 140 are fixed to the inner panel, preferably viafasteners threaded through openings in the inner panel 40 and thehardware carrier 120. The housings 122 and 124 are sized and configuredto receive door lock hardware at each end therein. The hardware carrierdefines a pair of lock bolt openings 141 through which a lock bolt (notshown) may extend for engagement with corresponding lock hardware on avehicle. In addition, the hardware carrier also acts as a secondanti-intrusion beam for the vehicle door.

FIG. 13 also shows a plurality of brackets 142, 144, and 146 fixed tothe inner panel 40. The brackets 142, 144, and 146 each include aplurality of rollers configured to be received in grooves or tracksdefined in a vehicle body for guiding movement of the door 2 whenopening or closing the door 2. Preferably, each of brackets 142, 144 and146 is fastened to the tube 12 with bolts or the like extending throughthe brackets and the inner panel 40 and into the tube 12 with bracket142 carrying the bulk of the load of the door 2. The brackets 142, 144and 146 do not require reinforcing members on the inner panel 40 as dothe sliding doors of the prior art because the brackets are directlysupported by the tube 12. The brackets 142, 144 and 146 may be formedfrom cast aluminum, magnesium alloys or molded plastic.

In a preferred embodiment, each of the above described components of thepresent invention are formed from aluminum with the exception of thefoam insert 34 of the anti-intrusion beam 14 and the plastic brackets142, 144 and/or 146. Accordingly, the weight of a door made inaccordance with the present invention is significantly less than a steelsliding door. Typical steel sliding doors weigh on the order of 44pounds. A door manufactured in accordance with the present inventionweighs about 20 to 21 pounds. This is accomplished in part by usingrelatively thin gauge aluminum sheet for manufacturing the inner andouter panels 40 and 80. The inner and outer panels 40 and 80 and thevalence 100 may be formed from aluminum having a thickness of about 0.8to about 1 mm. Prior art sliding doors are made from steel that is about0.7 mm thick. If the conventional design for steel sliding doors wasused to produce an aluminum door, the aluminum would need to be about1.5 to about 1.6 mm thick to achieve the necessary strength. However,the sliding door of the present invention allows for utilization ofrelatively thin (1 mm or less) aluminum and thereby achieves asignificant improvement in the overall weight of the door over the priorart doors. Hence, the vehicle door of the present invention is lightweight and easy to open and close when installed in a vehicle. The lightweight of the door of the present invention also reduces the overallweight of the vehicle and improves the fuel economy for the vehicle.

When the tube 12, the anti-intrusion beam 14, the inner panel 40, theouter panel 80 and the valence 100 are manufactured from aluminum, thedoor 2 may be about 35 mm thick or less which is significantly thinnerthan prior vehicle sliding doors. When installed on a vehicle, such athin door provides more interior space inside the vehicle therebyenhancing the comfort for the vehicle occupants and/or creatingadditional cargo capacity.

In addition, the vehicle door of the present invention is more easilymanufactured, particularly during the mounting of lock and windowhardware. All mechanical aspects of the lock may be pre-assembled andmounted to the hardware carrier 120 and are accessible to the insidesurface 44 of the inner panel 40. The hardware carrier 120 bearing thelock and window hardware then is readily mounted to the exposed innerpanel 40. After assembly of the door 2 including mounting of thehardware carrier 120, the inside surface of the door 2 is preferablycovered with a finishing trim panel made of fabric or plastic or thelike. This covering material may be readily removed to maintain the lockand door hardware as needed over the life of the vehicle.

Whereas prior art vehicle sliding doors require that the door hardwarebe inserted into the gap between the assembled inner and outer panelsusing specialized installation tools and techniques, the door 2 of thepresent invention allows for pre-assembly and mounting of the lock andwindow hardware to the hardware carrier. The prior art vehicle slidingdoors utilize an inner panel which serves a structural purpose inproviding strength to the door and also serves as a skin for retainingthe door hardware and other vehicle accouterments within the interior ofthe door. The door 2 of the present invention includes an inner panelwhich serves as a mounting surface for door hardware and the like,however, the structural support for the door 2 is provided by the spaceframe 10. In this manner the two functions of the inner panel of theprior art doors are performed by two distinct components of the door 2of the present invention.

The present invention further includes a method of manufacturing asliding door having the steps of 1) stamping an inner panel from a sheetof material, the inner panel having an inside surface and an outsidesurface; 2) stamping an outer panel from a sheet of material; 3) forminga space frame; and 4) fixing the space frame to the inner panel, therebyplacing the space frame between the inner panel and the outer panel. Thematerial preferably comprises aluminum. When the inner panel is stamped,the depressions in the inner panel inside surface, the openings for awindow and for door handle and lock hardware, the U-shaped channel inthe outside surface are all formed. Likewise, when the outer panel andthe valence are stamped, all of the features described and shown hereinare formed.

The door 2 of the present invention uses less material than priorvehicle sliding doors. Conventional steel panels have been stamped froma single sheet of steel in a process which cuts out a window opening. Asignificant portion of the sheet of steel was wasted in the cut out ofthe window opening. In the present invention, the material for the outerpanel 80 and the valence 100 may be stamped from a single sheet ofaluminum wherein the outer panel 80 and the valence 100 are stamped fromportions of the sheet adjacent each other without the need to provide acut out for the window opening. In this manner, the metal which would,according to conventional door manufacturing practices, become scrapmaterial from the window opening cut out, instead is not wasted.Alternatively, the outer panel 80 and the valence 100 may be stampedfrom separate sheets of aluminum, thereby avoiding the need to provide acut out for the window opening since the window opening is created whenthe valence 100 and the outer panel 80 are assembled adjacent the spaceframe 10.

Similarly, the inner panel 80 and the housings 122 and 124 may bestamped from a single sheet of aluminum. The cut out area of the windowopening may be used to produce the housings 122 and 124. The assembledhardware carrier 120 preferably is longer than the window opening, hencethe cut out of the window opening generally is too small to produce aunitary housing. However, the housings 122 and 124 may be sized to bestamped from the cut out area of the window opening and then assembledto create the hardware carrier 120. The hardware carrier 120 may beproduced from a single piece of metal and not utilize the cut out areaof the window opening, however, it is preferred to minimize aluminumscrap by stamping the housings 122 and 124 along with the inner panel 40as described above.

Having described the presently preferred embodiments, it is to beunderstood that the invention may be otherwise embodied within the scopeof the appended claims.

What is claimed is:
 1. A vehicle door comprising: a single, continuousinner panel having an inside surface and an outside surface, said innerpanel defining a four-sided window opening and a U-shaped channelsurrounding three sides of said window opening; a space frame comprising(i) a U-shaped member received in said U-shaped channel and having apair of spaced apart legs and (ii) a beam, each end of said beam beingfixed to a respective one of said legs, said legs located outside oflateral sides of said window opening; and an outer panel fixed to saidoutside surface of said inner panel, such that a portion of each saidleg of said space frame is positioned between said inner panel and saidouter panel.
 2. The vehicle door of claim 1 wherein a maximum thicknessof said door is about 35 mm.
 3. The vehicle door of claim 1 wherein atleast one of said inner panel, said outer panel and said space frame isformed from aluminum.
 4. The vehicle door of claim 1 wherein saidU-shaped member comprises a tube.
 5. The vehicle door of claim 4 whereinsaid tube comprises a material selected from the group consisting ofhydroformed aluminum and steel.
 6. The vehicle door of claim 5 wherein aportion of said tube is flattened into a longitudinally extendingflange, said flange being fixed to said inner panel outside surface. 7.The vehicle door of claim 1 wherein said beam defines a channel, andsaid beam further comprises a filler material positioned within saidchannel.
 8. The vehicle door of claim 7 wherein said filler materialcomprises foam.
 9. The vehicle door of claim 7 wherein said beam has asigma-shaped cross sectional configuration.
 10. The vehicle door ofclaim 1 further comprising a valence, said valence being positionedabove said window opening such that a portion of said space frame ispositioned between said inner panel and said valence.
 11. The vehicledoor of claim 1 wherein said inner panel inside surface defines adepression forming a raised portion in said inner panel outside surface,said door further comprising a cushioning member positioned between saidraised portion and said outer panel.
 12. The vehicle door of claim 11wherein said inner panel inside surface defines a plurality ofdepressions and corresponding raised portions on said inner paneloutside surface, said door further comprising a plurality of cushioningmembers, each said cushioning member being positioned between arespective one of said raised portions and said outer panel.
 13. Thevehicle door of claim 12 wherein one of said depressions is configuredto receive a door motor.
 14. The vehicle door of claim 1 furthercomprising a housing mounted to said inner panel inside surface, saidhousing being configured to receive door lock hardware.
 15. The vehicledoor of claim 1 further comprising a bracket for mounting said door on avehicle body, said bracket extending from said inner panel insidesurface and being fixed to said space frame.